Car truck



2 Sheets-Sheet l Z4 INVENTOR. JAM/Es A. SHAFER CAR TRUCK J. A. SHAFER Nov. 6, 1956 Filed April 16. 1953 Nov. 6, 1956 J. A. SHAFER 2,769,402

CAR TRUCK Filed April l6. 1953 2 Sheets-Shet 2 INVENTOR. JAMES A. SHAFER A T TORNE Y United States Patent ()fiice 6,

CAR TRUCK James A. Shafer, East Cleveland, Ohio, assignor to National Malleable and Steel Castings Company, Cleveland, Ohio, a corporation of Ohio Application April 16, 1953, Serial No. 349,198

6 Claims. (Cl. 105-497) This invention relates to railway car trucks and has particular reference to an improved means for interlocking the side frames and bolster.

In certain railway car trucks the side frames thereof are each formed with a bolster-receiving opening which is widened at its upper end. The bolster is spring supported in said opening and movably interlocked with the side frames in the usual manner by means of vertical guide lugs on the sides of the bolster. When a bolster of this type of car truck is raised to the height of the widened portion of the bolster-receiving opening in the side frame, the outer guide lugs thereof may be passed through the widened portion of the opening to permit disassembly of the frame and bolster. In all other vertical positions of the bolster in the bolster-receiving opening, the guide lugs overlap the side frame columns, thereby interlocking the bolster and frame. Under extremely severe conditions, as for example in a derailment, the bolster may be displaced to the widened upper portion of the bolster-receiving opening, from which position it is possible for the bolster to become disengaged from the side frame by passage of the bolster guide lugs through said widened opening.

To prevent this possibility, I have devised the expedient of positioning the bolster outer guide lugs in such a manner that the bolster must be partially tilted before it can be passed through the widened upper portion of the bolster opening.

Therefore, it is a primary object of my invention to provide means in a car truck of the above-mentioned type for resisting separation of the side frame and bolster under extremely severe conditions, as for example in a derailment.

Another object of my invention is to provide in a railway car truck novel means for preventing the bolster from becoming disengaged from its side frames so long as the bolster remains horizontal with respect to the side frames.

A more specific object is to provide in a car truck means on the bolster thereof which permits disassembly of the bolster and associated side frames only when the bolster is in a tilted position relative to each frame.

The foregoing and other objects and advantages will become apparent from the following description taken in conjunction with the accompanying drawings, wherein:

Fig. l is a side elevational view of a railway car truck embodying my invention. This view also shows in dotdash the interlock which exists between the bolster and side frame when the bolster is positioned in the uppermost portion of the bolster-receiving opening.

Fig. 2 is a side elevational view, similar to Fig. 1, illustrating the interlock between the bolster and side frame when the bolster is in a position slightly lower than the dot-dash position of Fig. 1.

Fig. 3 is a sectional view taken along line 3-3 of Fig. 1.

Fig. 4 is a side elevational view, similar to Figs. 1 and 2, showing the bolster in position for detachment from the side frame.

Fig. 5 is a side elevational view of an end portion of a truck bolster embodying my invention taken in the direction of the arrow shown in Fig. 3.

Referring to the drawings, the car truck illustrated broadly comprises a side frame 10, a bolster 12, bolster Springs 14 (shown in dot-dash) supporting the bolster on the side frame, and friction wedges 16, urged into enthe bolster by wedge springs 18 (shown in dot-dash). While only one side frame with its associated bolster end is shown, it will be understood that the other side of the truck has a similar side frame associated with the bolster in like manner.

Side frame 10 comprises a compression member 20 and tension member 22 connected by a pair of spaced columns 24 and forming therebetween the bolster-receiving opening 26. The upper ends of the columns are spaced apart a greater amount than the lower portions thereof to form a widened upper portion 26a of bolster-receiving opening 26. Bolster 12 extends into opening 26 and is supported on the frame by bolster springs 14, which rest on spring seat portion 28 of tension member 22in the usual manner.

Each column 24 comprises a transverse vertical wall 30 extending upwardly from spring seat 28. Wall 30 merges with transverse, longitudinally sloping wall 32, which in turn merges at its upper end with vertical outer wall 34. These transversely extending walls are joined with column side walls 36. Sloping wall 32, outer Wall 34, and side walls 36 form a wedge-receiving pocket 37, which is open toward the bolster side.

The bolster end portion which extends into opening 26 in the side frame is preferably of full box section comprising top wall 38, bottom wall 40, and vertical side walls 42. The top and bottom walls are connected by a central reinforcing web 44. Side walls 42 in the region of spaced columns 24 are extended below bottom wall 40, as at 46, so as to obtain a substantial area of contact between friction wedges 16 and the bolster.

Frictional control of the bolster movements is provided by means of friction wedges 16 which are disposed in pockets 37 in the columns, each wedge being urged into engagement with a side of the bolster and with sloping wall 32 in the column by a wedge spring 18. Each wedge 16 comprises'a flat friction face 62 in slidable engagement with a vertically disposed wear plate 64 secured to the side of the bolster and a vertically crowned wedge face 66 engaging sloping wall 32. Aspring seat 70 is provided between faces 62 and 66 for engagement with the lower end of spring 18. The upper end of spring 18 engages seat 72 on the underside of compression member 20. The spring 18 is under predetermined initial compression to urge friction wedges 16 into engagement with the bolster with the force required for proper control of the bolster movements. It will be noted that accidental tilting of the bolster about its longitudinal center line is prevented by the horizontal forces exerted by the friction wedges against the bolster side walls so that the bolster is at all times maintained in horizontal relationship with the side frame.

The bolster is provided with outer guide lugs 74 and 76, which are preferably of the same vertical dimension and, as seen in Fig. 1, overlap the portions of columns 24 which are disposed below widened opening 26a. Also, each of these lugs is of a slightly lesser vertical dimension than that of the widened opening. So long as any porgagement with the sides of tion ofeither of these lugs overlaps its associated column the bolster cannot be separated from the frame by movement of the bolster in a direction inwardly of the frame. The bolster is also provided with inner guide lugs 77 which preferably extend the full depth of the bolster and cannot be passed through opening 26a. Lugs 77 are adapted to engage the inner sides of columns 24 to limit move- 3 ment of the bolster outwardly of the side frame for all vertical positions of the bolster relative to the side frame. In accordance with my invention, it will be observed that guide lug 76 is disposed somewhat higher on the bolster than lug 74 so as to provide an upper portion 78 which extends a substantial distance above the top surface of the bolster. As thus positioned, lug 76 in conjunction with lug 74 retains bolster 12 and side frame in interlocked relationship so long as the bolster remains horizontal with respect to the side frame, as will be hereinafter explained. Portion 78 of lug 76 is preferably reinforced by extension 94 which forms an inward continuation of lug 76 above the top of the bolster and is integral with top wall 38.

Referring to the dot-dash position of the bolster in Fig.

.1, it will be seen that with the bolster top surface in engagement with the underside of the compression member 20, as at 81, the upper end 78 of lug 76 overlaps the side of the compression member by a substantial amount and is adapted for engagement therewith to preclude separation of the bolster and frame. If the bolster is lowered from this dot-dash position sufiiciently to permit passage of lug 76 through widened opening 26a, then, as seen in Fig. 2, the lower end 79 of lug 74 will overlap the column and preclude separation of the bolster and frame. Separation of the bolster from the side frame is possible only if the bolster is positioned relative to the frame in the manner shown in Fig. 4, in which position lugs 74 and 76 are free to pass through opening 26a. It will be understood, however, that with wedges 16 acting against the opposite sides of the bolster, there is only a remote possibility that the bolster would ever assume the tilted position shown in Fig. 4.

To intentionally disassemble the bolster and frame, the

friction wedges 16 are first retracted out of engagement with the sides of the bolster and retained in such position, as may be seen in Figs. 2 and 4. In this connection, each outboard wall 36 of column 24 is formed with opening 80, while wedge 16 is formed with opening 82 which is partly in line with opening 80. Thus, with the wedge in operative position, as shown in Fig. 1, the upper surface of wedge opening 82 is disposed somewhat below the upper surface of opening 80. This permits insertion of a pinch bar or similar implement between the lower surface of opening 80 and the upper surface of opening 82, whereby the wedge may be withdrawn from engagement with the side of the bolster and moved upwardly and rearwardly in pocket 37. As the Wedge is retracted, the upper end of opening 86 in the lower portion of the wedge is brought into registry with openings 88 in the outboard and inboard walls 36 of the column, thereby permitting insertion of a retaining pin 89 through these openings to maintain the wedge retracted. After the friction wedges are retracted, the bolster is raised sufficiently to permit removal of bolster springs 14 from the side frame.

The bolster is then raised to widened opening 26a and tilted in a clockwise direction until lugs 74 and 76 are in the position shown in Fig. 4, thus permitting passage of the lugs through opening 26a and separation of the bolster from the side frame. It will be understood that sufficient clearance exists between the wear plates 64 of the bolster and the opposing columns 24 to permit tilting of the bolster to the position shown. On assembly of the bolster and frame the above procedure is reversed.

The terms and expressions which I have employed are used as terms of description and not of limitation, and I have no intention, in the use of such terms and expressions of excluding any equivalents ofthe features shown and described or portions thereof, but recognize that various modifications are possible within the scope of the invention claimed.

I claim:

1. In a car truck a side frame comprising tension and compression members and columns connecting said members and forming therewith a bolster-receiving opening,

a bolster extending into said opening and being resiliently supported on said frame, said bolster-receiving opening having a widened portion, said bolster having outer guide lugs for overlapping engagement with portions of said column disposed adjacent said widened portion of the bolster-receiving opening, the lower end of one of said lugs being disposed at a higher level than that of the other of said lugs, said bolster having abutment means on the top thereof adjacent said first-named lug, said means overlapping said compression member and being engageable therewith to prevent separation of said bolster and frame when said bolster is raised to the upper end of said opening, said lugs and means being passable through said widened portion of said opening to permit separation of said bolster and frame only when said bolster is in a tilted position relative to said frame.

2. In a railway car truck a side frame comprising tension and compression members and columns connecting said members and forming therewith a bolster-receiving opening having a widened upper portion, a bolster extending into said opening and being resiliently supported on said side frame, a pair of guide lugs on each side of the end portion of said bolster for overlapping opposing sides of said columns in all operative positions of said bolster, the outer lug of each pair being of lesser vertical dimension than the height of said widened portion of said opening, one of said outer lugs being flush with the top surface of said bolster and the other of said outer lugs extending above the top surface of said bolster, said lastmentioned lug overlapping said compression member and being engageable therewith to prevent separation of said bolster and frame when said bolster is disposed at the upper end of said opening.

3. In a car truck a side frame comprising tension and compression members and columns connecting said members and forming therewith a bolster-receiving opening having a widened upper portion, a bolster extending into said opening and being resiliently supported on said side frame, a pair of guide lugs on each side of the end portion of said bolster for overlapping opposing sides of said columns in all operative positions of said bolster, the outer lug of each pair being of lesser vertical dimension than the height of said widened portion of said opening, one of said outer lugs being disposed at a higher elevation than the other of said outer lugs, said bolster having means extending above the top surface thereof and forming a continuation of the upper end of one of said outer lugs for overlapping engagement with a side of said compression member to prevent separation of said bolster and frame when the bolster is raised to the upper end of said opening, said means and said guide lugs being passable through said widened portion of said opening to permit separation of said bolster and frame only when said bolster is in a tilted position relative to said frame.

4. A car truck bolster comprising an end portion having a pair of guide lugs adapted for engagement with the outer side of an associated side frame, said lugs being of substantially the same vertical dimension, one of said lugs being flush with the top surface of said bolster end portion and the other of said lugs having a portion extending above the top surface of said bolster end portion said lug portion being adapted for overlapping engagement with the compression member of an associated side frame member.

5. In a car truck, aside frame having a bolster-receiving opening, a bolster extending into said opening and resiliently supported on said frame, said bolster having abutment means for preventing separation of said bolster and frame except when said bolster is in a predetermined tilted position about its longitudinal center line, said means comprising a lug extending above the top surface of said bolster.

6. A car truck bolster comprising an end portion having a pair of guide lugs adapted for engagement with the outer side of an associated side frame, the lower end of one of said lugs being disposed at a higher level than that of the other of said lugs, the upper portion of said first-named lug extending above the top surface of said bolster, abutment means extending above the top surface of said bolster and forming an inward continuation of the upper end of said first-named lug to reinforce said upper portion, said means and said upper portion being adapted for overlapping engagement with a portion of an associated side frame member.

References Cited in the file of this patent UNITED STATES PATENTS 

